Method for loading particulate material onto open railway trucks

ABSTRACT

The invention is concerned with a method and means of loading open railway trucks with particulate material so that continually moving trucks are loaded to capacity, wherein the discharge point for the particulate material at the loading station is made to move initially with the truck being loaded, then maintained stationary and finally in a direction opposite to that of the truck.

United States Patent De Beer Mar. 19, 1974 METHOD FOR LOADING PARTICULATE [56] References Cited 35 2 QNTO OPEN RAILWAY UNITED STATES PATENTS 2,634,871 4/1953 Cline et al. 214/43 [75] Inventor: Johan De Beer, Randburg, South 3,537,489 11/1970 Hal1 214/43 X Africa [73] Assignee: Edward L. Bateman Limited, Primary Examiner-Robert Sheridan Boksburg North, Transvaal Attorney, Agent, or Firm-Shelsmger, Arkwright, Gar- Province, South Africa vey & Dmsmore [22] Filed: Apr. 17, 1972 [57] ABSTRACT [21] Appl. No.: 244,657

The invention is concerned with a method and means of loading open railway trucks with particulate matel30] Forelg Apphcallon Pnomy Dam rial so that continually moving trucks are loaded to ca- June 30,1971 South Africa 71/4290 pacity, wherein the discharge point for the particulate Dec. 14. 1971 South Africa 71/8387 material at the loading station is made to move initially with the truck being loaded, then maintained sta- [52] US. Cl. 214/152, 214/43 tionar'y and finally in a direction opposite to that of [51] int. Cl. B65g 67/22 the truck. [58] Field of Search 214/43, 152

6 Claims, 6 Drawing Figures PNENTEDHAR 2 9 1974 SHEET 1 8? 2 FIG-3.14

@ONTROLS PMENIEDHAR 1 9 1914 3797382 SHEET 2 UF 2 F/G.5 l

METHOD FOR LOADING PARTICULATE MATERHAL ONTO OPEN RAILWAY TRUCKS This invention relates to apparatus and a method for the continuous loading of ore and other particulate material onto open railway trucks.

When loading of this type is to be effected several difficulties must be overcome to ensure that the trucks are properly loaded. The most important of these difficulties is to fill each end portion of the trucks to proper capacity. This is not possible when there is a constant rate of discharge of particulate material from a stationary point above a moving train of trucks.

Efforts to overcome this by varying the speed of the train under the loading station have not been successful because of the large power requirement necessary when long heavy trains are handled in this way with resultant variation in momentum of the train.

The present invention seeks to overcome these difficulties.

According to this invention there is provided a method of loading railway trucks in a train comprising moving the trucks at a predetermined speed through a loading station and charging each truck in a manner whereby the discharge point of the station moves initially with the truck, then remains stationary and finally moves oppositely to the movement of the train.

Further features. of this invention provide for the movement of the discharge point to be controlled automatically and varied with the size of truck in the train.

The invention also provides apparatus for effecting the above method which comprises a mule for moving the train at a constant speed and a loading station comprising a surge bin adapted to feed each of a pair of loading flasks forming part of the station and used to charge a truck with a predetermined quantity of particulate material and means for moving the discharge from the flasks along the line of movement of the trucks.

Still further features of this invention provide for the means for moving the discharge to include a drive to move the complete flasks or a shuttle conveyor to receive the discharge from the flasks and which is itself movable along the line of movement of the trucks.

A preferred embodiment of this invention will be described below with reference to the accompanying diagrammatic drawings in which:

FIGS. l to 3 show different stages in the loading of a truck;

FIG. 4 shows the layout of electrical control points for two different sizes of trucks;

FIG. 5 shows diagrammatically the loading of a truck in a specific example using one of the control layouts shown in FIG. 4; and

FIG. 6 shows the use of a shuttle conveyor.

Trains to be loaded are made up of trucks each of which is the same size. However, the trucks in one train may be of a different size to the trucks in another train and it is to be understood that the loading programme time periods described below will be altered to suit whatever size of truck is included in the train to be loaded.

As shown in FIGS. 1 to 3 of the drawings, the train 1 is loaded from a pair of loading flasks 2 and 3 which are arranged in tandem along the length of the loading station and directly over the track 4 for the trucks 5 to be loaded.

The loading flasks are charged from a surge bin 6 which is fed from a supply in known manner. It is preferably that only about per cent of the flask capacity be obtained directly from the surge bin 6 and the remainder be determined by more gentle feeding from a vibrating feeder '7.

The flasks are movable to reciprocate a predetermined distance along the line of the track 4, preferably by hydraulically operated piston and cylinder assemblies l5 and 15 and the rate of movement of the flasks 2 and 3 is in one direction of their respective move ments made to be exactly the same as that at which the train is passed through the loading station. A constant speed of movement of the train is obtained by use of an electric mule in known manner.

The control of the filling and emptying of the flasks 2 and 3 as well as their movements described below, is carried out automatically through a system of electrical circuits wherein the location of trucks relative to contacts 16 and 17 in the circuits will result in the various operations set out below and safety systems will preferably also be included in the event of stopping of the train, while passing through the loading station or the like. These controls will be designed to meet particular requirements and arranged to effect the sequence of operation set out below by sensing the position of trucks 5 by means of sensors 16 and 17 and supplying hydraulic fluid through hydraulic lines to the appropriate sides of pistons and cylinders 15 and 15.

To load a train it is ensured that at least flask 2 is fully charged before the first truck reaches the initial loading points as shown in FlG. ll. When this point is reached control contacts are closed the flask 2 is caused to move with the train while initial discharge of the contents takes place and this ensures that the front end of the truck 5 is properly filled. The flask is then stopped while the train continues until the flask 2 is empty and the truck 5 is as shown in FIG. 2 with the flask 3 over the slope 8 of the material discharged from flask 2.

At this point flask 3 begins to discharge while flask 2 closes and returns to its original position and is refilled from the surge bin 6. This movement of flask 2 to its original position will allow flask 3 to begin its movement opposite to the direction of the train near the end of its discharge stage. This movement ensures that the rear end of the truck is completely filled and the arrangement is then as shown in FIG. 3.

As the end of the truck moves on the flask 3 closes and moves back to its original position for refilling from the surge bin 6. The control of the filling of the flask to meet the different truck size requirements will be either automatic or selected by the loading station operator and the flasks will be accurately loaded using the method above described.

Another filling cycle will take place when the next truck is accurately in position to close the appropriate contacts. This feature accommodates variations which may occur in the coupling assemblies between trucks.

It is a further feature of this invention that the loading flasks have special design clam shell doors and a throat of variable size. This will allow for a controlled dis charge rate which would otherwise be different for material of different specific gravities and/or granular size. Also different ambient conditions can be accommodated in this manner to maintain the proper discharge of material into the trucks as can any wear of the discharge opening.

FIG. '4 shows simply different sets of controls 8 and 9 for two trucks of different sizes.

In the specific case shown in FIG. 4, the first wagon is located directly over two contacts 10,11. In this position control signals cause the gate of measuring flask 2 to open and the flask to move with the train to allow the corner 12 of the truck to be filled with the material being loaded. The movement is dependent on the size and type of truck and the equipment will be programmed for the particular truck being used.

When the corner of the truck is filled, the flask is stopped and remains stationary while the truck continues to travel and during this movement the control system ensures that the second flask indicated 3 is full and properly weighed.

As flask 2 empties the controls ensure that its gate immediately closes and the flask 3 returns to its original position. It is arranged that the return motion of flask 2 is at twice the rate of travel than its movement with the track.

The flask 2 when it closes is closely adjacent flask 3 so that the latter may be made to open soon after flask 2 closes and when the slope of the material discharged into the truck is directly underthe flask 3 outlet.

At this stage the truck has, of course, moved away from control contacts 10 which will now be free to recognise the presence of a further truck in the train and ensure the cycle is repeated when this truck next in line is over both contacts 10 and 11. This arrangement also allows that differences in coupling lengths between trucks will not effect a proper loading cycle.

While flask 3 is discharging in a stationary position flask 2 reaches its original position and is recharged from the surge bin 6 and vibrating feeder 7.

When the truck is nearly full, the flask 3 is caused to move in a direction opposite the train and accelerates to a relative speed equal to twice that of the train. lt,

however, only moves a distance approximately half that travelled by flask 2. This arrangement is necessary to ensure that-the rear corner of the truck is properly filled.

When empty, flask 3 is closed and caused to move back to its original position.

The next truck in the train will at about this time be over both contacts 10 and 11 and the cycle can recommence while flask 3 is being charged. It must be ensured that the flask 3 is properly filled and weighed before flask 2 is empty.

Safety circuits will be included in the system to ensure at all times that the train of trucks will only move when the flasks are properly loaded and positioned to effect charging of the trucks and also to ensure that the flask system will only operate when a truck is accurately located in position.

FIG. 6 illustrates an alternative arrangement where the flasks 2 and 3 are adapted to discharge onto a shuttle conveyor 12. The discharge end 13 of the latter is made to move so that the filling of the trucks can be effected.

The shuttle conveyor is mounted so that the entire conveyor can reciprocate between two positions in a 1 line along the direction which the train of empty trucks passes through the loading station. Comminuted material discharged by the measuring flasks is received by the shuttle conveyor and moved on its belt to the discharge end 13 of the conveyor from where it drops into the empty trucks 5 which pass through below it.

Filling of the measuring flasks is timed to be complete before the gates of the measuring flasks are opened. Furthermore, the gates of flask 2 are opened sufficientlyin advance so that when the front end of the truck passes under the discharge end of the shuttle conveyor, the ore begins to discharge from the conveyor into the front end of the truck. At the same time the synchronising unit causes the shuttle conveyor to move forwards, that is, with the train, so that its discharge end remains above the front end of the truck to fill this end of the truck. it will be understood that this movement of the shuttle conveyor is necessary because the ore spills backwards in the truck and the discharge end of the conveyor must therefore be maintained above the front end of the truck for a predetermined period of time corresponding to the time required to raise the ore level to the top of the truck as set forth in the previous example. 1

When this is achieved the synchronising unit stops the forward motion of the conveyor. As the truck now moves through the loading station below the discharge end of the conveyor, the truck is filled from its front end to its rear end. After a predetermined period of time, the ore spilling backwards reaches the rear end of the truck. At this stage the synchronising unit causes the conveyor to move backwards towards the rear end of the truck until the conveyor discharge end is over the rear end of the truck. The rate at which the conveyor moves backwards is increased compared with its forward movement so that the final result is a truck loaded with ore which has only small unfilled spaces at the front and rear ends of the truck.

The invention provides effective means for loading trucks in a train to obtain full capacity in a manner avoiding the load being violently applied to the trucks and which enables the train to move at a constant speed through the loading station.

I claim:

1. A method for loading continuously moving railway trucks in a train so as to achieve an even distribution of loaded bulk material in the trucks comprising:

a. moving the trucks at a predetermined speed through a loading station having loading means provided with a point of discharge in an initial position,

b. discharging material from said loading means at the front portion of one of said trucks and moving the point of discharge into said truck in the same direction of travel as the truck being filled and thus firstly filling the front portion of the truck,

c. stopping movement of the point of discharge while continuing movement of the'truck in the same direction to fill the middle portion of the truck,

d. continuing discharging of material from said loading means and moving the point of discharge in a direction opposite to the direction of travel of the truck to thereby fill the rear portion of the truck, and

e. returning said point of discharge to said initial posi- 3. A method as in claim 2 and including:

a. filling said flasks alternately and in synchronism with the loading of the trucks 4. A method as in claim 3 and including:

a. moving said discharge point automatically in response to movement of the truck.

5. A method as in claim 2 and including:

a. moving said discharge point by moving said flasks.

c. moving said point of discharge by moving said conveyor. 

1. A method for loading continuously moving railway trucks in a train so as to achieve an even distribution of loaded bulk material in the trucks comprising: a. moving the trucks at a predetermined speed through a loading station having loading means provided with a point of discharge in an initial position, b. discharging material from said loading means at the front portion of one of said trucks and moving the point of discharge into said truck in the same direction of travel as the truck being filled and thus firstly filling the front portion of the truck, c. stopping movement of the point of discharge while continuing movement of the truck in the same direction to fill the middle portion of the truck, d. continuing discharging of material from said loading means and moving the point of discharge in a direction opposite to the direction of travel of the truck to thereby fill the rear portion of the truck, and e. returning said point of discharge to said initial position and refilling said loading means.
 2. A method as in claim 1 and wherein: a. said loading means includes first and second loading flasks.
 3. A method as in claim 2 and including: a. filling said flasks alternately and in synchronism with the loading of the trucks.
 4. A method as in claim 3 and including: a. moving said discharge point automatically in response to movement of the truck.
 5. A method as in claim 2 and including: a. moving said discharge point by moving said flasks.
 6. A method as in claim 2 and including: a. providing on endless belt conveyor positioned beneath said flasks and reciprocable longitudinally, b. discharging said material onto said conveyor from said flasks, and c. moving said point of discharge by moving said conveyor. 